could the intake be holding my low end down?

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Yr's point of view is why tunnel rams work fine on the street
and long rams
engle KV series oldies but goodies wear well
less fussy than the comp HL line
remember Engle uses .008 for adv duration so a 270 engle is quite a bit bigger than a comp or lunati and much bigger than a 270 Crane
 
This conversation should be limited to stock stroke 360s only because if you include stroked big blocks the needs are completely different. I only use single plane manifolds on my 440s because of the amount of torque that is produced down low, do you need a two plane intake manifold on a motor with 600 ftlb @ 2800 rpm, hell no. Ìts 500 ftlb @ 2500 for a low compression stock stroke 440, single plane on this one also. A two plane can and will limit upper rpm power.
 
Gear ratio ? That’s where you need to start than what cam and converter you have.
 
AJ/FormS said:
Well, were. That 223 cam died in 2004, and I swapped in a 230* in it's place . Now I shift at 7200. and the combo went 93 in the Eighth, still with a 2.4x 60ft lol, 325/50-15 BFG DRs this time but same street suspension,lol.
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What was the ET for the 93 MPH in the eighth?
 
yellow rose said:
Exactly.the number 1 reason why guys lose bottom end power with a single plane is the carb is too big. You can usually tune around it, but most guys don't. A dual plane intake will take a bigger carb.

Done correctly, and DP intake loses every time. In both power, driveablity and fuel mileage.
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Question sir.:
Steve Dulcich says that too big of a carburetor is not a problem with the Edelbrock carb, utilizing an 800cfm on a 318 after blowing up his 408 in his truck.

Is that negated because he used his rpm airgap dual plane?
 
crackedback said:
Torker II is good

Original Torker 340, smelter material.
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Years back I was looking to build my '67 Dart on the CHEAP. I got the car with no engine or trans so I got a reringed 360 short block and found a pair of '308 heads for it. A guy in the local car club had an "Aluminum 4 barrel" intake cheap...I went over and saw it was an S.P.2 P. I went ahead and used it.
The car was a pig. Power was weak at all points even with a 3.55 diff. I found a Weiand 4 barrel mid rise intake and pulled the SP2P. Looking at the ports, the SP2P had smaller ports than a stock 2 barrel intake. What a piece of ****!
The Weiand allowed the 360 to breathe and the car hauled *** with it.
IMG_2467.JPG
 
yellow rose said:
Exactly.the number 1 reason why guys lose bottom end power with a single plane is the carb is too big. You can usually tune around it, but most guys don't. A dual plane intake will take a bigger carb.

Done correctly, and DP intake loses every time. In both power, driveablity and fuel mileage.
Click to expand...

I don't mean to hijack the thread but you're saying if I switched to a single plane intake on my 360 (after switching from 2.94 to 3.55 rear gears) I could still retain the same part-throttle drivability and off-idle torque of my Performer RPM while still picking up HP and tq? It's a stock 5.9 Magnum short block (9:1 static comp) with ported Eddy heads and that custom-grind hyd. roller cam I've mentioned before, 222/224* @ .050" and .546/.542" lift (I think, lift numbers might be slightly different). Also running a 750 cfm Holley Street Demon and Hedman shorty headers. Mostly street-driven but getting ready to take it to its first time attack track day (road course/autocross), area under the curve is more important for me than peak HP to pull me out of the turns.
 
MopaR&D said:
I don't mean to hijack the thread but you're saying if I switched to a single plane intake on my 360 (after switching from 2.94 to 3.55 rear gears) I could still retain the same part-throttle drivability and off-idle torque of my Performer RPM while still picking up HP and tq? It's a stock 5.9 Magnum short block (9:1 static comp) with ported Eddy heads and that custom-grind hyd. roller cam I've mentioned before, 222/224* @ .050" and .546/.542" lift (I think, lift numbers might be slightly different). Also running a 750 cfm Holley Street Demon and Hedman shorty headers. Mostly street-driven but getting ready to take it to its first time attack track day (road course/autocross), area under the curve is more important for me than peak HP to pull me out of the turns.
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Not to hi-jack either but I had an LA combo very similar to that with an Eddy AirGap and 750DP. Fabulous combo under every driving situation and very fuel-friendly. I loved that combo.
I ran my Eddies at close to 190psi, on 87E10 with no detonation; talk about torque, to pull,in the midrange. She had no problems breaking 295/50-15 BFG T/As loose at 50/55mph with 3.55s. (manual trans too with no help from a TC).
Did I mention that; that was my favorite all-time combo? lol
 
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what's your rev range
rpm coming out of a corner
3/4 way down the straight
what AJ just said
 
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